Car-replacing chock



1. K. FRANK.

CAR REPLACING CHOCK.

APPLICATION FILED Nov.21. 191s.

1 ,$25,285. Patented Dec. 16, 1919.

JOI-IN KAGrA FRANK, OF NEW ALBANY, INDIANA.

CAR-REPLACING CHUCK.

Specification of Letters Patent.

Patented Dee. 1e, 1919.

Application led November 27, 1918. Serial No.7264,375.

To all whom t may concern Be it known that I, JOHN K. F RANK, a citizenof the Unit-ed States, residing at New Albany, in the countyof Floyd,State of Indiana, have invented a new and useful Car- Replacing Chock;and I do hereby declare the following to be a full, clear, and eXactdescription of the invention, such as will enable others skilled in theart to which it appertains to make and use the same.

The invention relates to railway car replacing checks and has for itsobject to provide a pair of checks, adaptedto be engaged by the wheelsof a truck of a railway car. Each chock being so constructed that when aforward movement is imparted to the car the wheels engaging the Yflangesof the chocks will ride up the inclined surfaces, after which the wheelswill ride onto corresponding inclined flanges down which they will slideuntil they are stopped by ribs said ribs being so positioned that thewheels will be in position to engage the rails when a forward movementis imparted to the railway car.

A further object is to provide a pair of inclined car replacing checkshaving means for engaging the rails, said means preventing displacementof the chocks during the operation of replacing the wheels of a truck ofa car on the rails.

'Vith the above and other objects in view the invention consists of thecombination and arrangement of parts, as hereinafter set forth andclaimed, it being understood that changes in the precise embodiment ofthe invention may be made within the scope of the claim withoutdeparting from the same.

In the drawings Figure 1 is a plan view of a section of railway trackingshowing the car replacing chocks applied thereto.

Fig. 2 is a sectional view on line 2-2 of Fig. 1. f

Fig. 8 is a perspective view of the chock that is placed on theoutsideof the rails.

Fig. el is a perspective view of the chock that is placed engaging oneof the rails but'V between the rails.

' Referring to the drawings the numeral 1 designates a conventional formof railway, which comprises the usual cross ties 2.and rails 3 and 11.When a car is derailed the wheels usually assume the positions shown indotted lines as shown at 5 in'Fig. 1 said wheels being designated by thenumerals 6 and 7. Each of the wheels 6 and 7 is provided with the usualflanges 8 and 9 for en-`r gaging the rail.Y

When the wheels of a car have jumpedY the track and have assumed thepositions as shown in Fig. 1, that is a position wherein one wheel isoutside of 'one rail and the other Wheel between the the rails, which isthe usual and general condition, it is obv vious that it will benecessary to not only raise the wheels upwardly but valso to move thesame inwardly until theyV are in lpositions above the rails,'from whichpositionV itV is necessaryv to allow the wheels to be placed upon therails by a forward movement of the wheels. To accomplish theabovemovements of the wheels checks 10 and 11 are provided. The chock 10Yis placed outside of the rail as clearly shown in Fig. 1 and its underside at its inner edge is provided with an elongated slot 12 adapted toVreceive the rail 3 thereby vproviding means whereby the chock isprevented from movea ment when the wheels are forced upon the same. Theinner upper edge of the chock is provided with a longitudinal rib 13,adapted to be engaged by the flange 8 of the wheel said rib 13 beingpositioned slightly inwardly from the longitudinal slot 12Vsubstantially the distance ofthe thickness of the flange 8 so that whenthe flange is positioned against said ribs a forward movement of thewheel will place the ange on the proper side of the rail. The chocks 10and 11 comprise body members 111, which may be cast and said castingsmay be lightened by means of the hollows 15, however their upperVsurfaces in cross section for compound vcurves 16, which are of the samedegree in both chocks. These compound curves merge at their ends intocorresponding inclined surfaces which ineline toward the rails andvanish to an edge 17 said inclined surfaces being designated to receivethe rail 4, thereby preventing disi placement of the chock when thewheels of the car are moved forwardly. YA shoulder 2O is so positionedthat when the flange .of the wheel comes in contact with theY same,

said flangewill be in position to engage the rail when aforward rorearward movement is imparted to the wheels. A raised surface isV iiof'provided for the reception of the tread of the f wheel7 said surfacebeing designated by the nulneral 2l its ends curving downwardly as at 22so that the treads of the wheel will roll easily on the rail, therebypreventing the possibility of the iiange being replaced in theMV lwrongposition, such for instance as upon the top of the rail.

The operation is as follows, when a car is derailed, as shown in Fig. l,a forward movement is imparted to the wheels, the flanges 8 and 9 ofwhich will engage the curved surfaces 1S of the. checks* As furtherforward in veinent is imparted the flanges will inove forwardly, butwill be cainniedtoward therails by the compound curves of the blocksuntil the flanges will come iny contact with the rib 13 and the shoulderQ0, after which a forward inoveinent of the wheels will place the saineupon the rails.

The invention having been set forth, what is clainied as new and usefulis Gar replacer checks comprising a pair of chocks one of said chocksbeing positioned outwardly of one of the rails, said outwardly disposedchock being inclined toward the rail, the inner edge of said chock beingprovided with a longitudinal channel adapted to receive the raile theportion of the chock immediately above the rail being fiat, the ends ofthe fiat portion being inclined and tapered to a sharp edge, a flangeadjacent said flat portion of the chock, said iange being in parallelrelation to the rail and spaced inwardly therefrom substantially thedistance of the thickness of a wheel flange, the other chock beinglocated inwardly of the other rail, said chock having an inclinedsurface `tapering toward the inner side of said rail, said inclinedsurface terminating adjacent the upper face of the rail, a longitudinalchannel in the outer edge of said chock for the reception of the rail,the portion of the chock above said longitudinal channel being Hat andhaving its ends `Jtapering to a sharp edge adjacent the tread of therail and the inner edge of said'flat portion forming a flange adjacentthe inner edge of the tread of the iail.

ln testimony whereof I have signed my naine to this speciiication in thepresence of two subscribing witnesses. i

, JOHN KAGA FRANK.

' Witnesses:

Trios. D. MITCHELL,

Roer. L. FRENCH.

